Super Street Network

Supra Sizzle

The Performance Factory's Flamed Street Supra Lights Up The Competition

Our February Supra issue caused quite a stir; we expect to unleash more mean Mark IVs in future issues. We recently sent a photographer to New York to shoot a number of cars and one of his stops was Performance Factory. His quarry was the shop's flamed JZA80 racer. Seen by many as the other car because it lives in the shadows of the Factory's 8.70-second Outlaw racer, we have taken notice of the 9-second street Supra.

The 1995 Toyota Supra's 2JZ-GTE engine was built by Performance Factory using tricks learned on the Outlaw car. Performance Factory-spec 9.0:1 pistons from JE swing on Crower rods by way of a massaged stock crankshaft. Added stabilization is provided by a Performance Factory main girdle kit, which keeps the main caps in check during high-horsepower and high engine speed blasts. The head was prepped for strip duty with 1mm oversized valves, Performance Factory dual valve springs and HKS 264-degree cams. The intake consists of a RC Engineering throttle body and ported stock intake manifold. The intake system is pressurized by a single T66 ball-bearing turbo from Turbonetics. The turbo flexes a .81 A/R on the hot side and is regulated by a Turbonetics Racegate and manual boost controller to a maximum of 24 psi. The T66 is positioned by a custom Performance Factory exhaust manifold. Boost is directed to a Performance Factory-fabricated air-to-air intercooler featuring a Spearco core. Also adding power is a direct-port nitrous oxide system. One of the side benefits of running nitrous is its cooling effect on the charge air. After exiting the cooler, boost runs through piping constructed by Performance Factory's J.C. Fermin.

Engine management is handled by the stock ECU and HKS electronics, namely a Vein Pressure Converter (VPC) and a Graphic Control Computer (GCC). These computers oversee six 720 cc injectors which are fed and regulated by Paxton Blue Series components. The VPC converts the OE mass air system to speed density which has two advantages over the stock set-up. First, the speed density system offers better flow characteristics than the metering system used on the OE mass air set-up because the restrictive mass-air sensor is deleted from the equation. Second, the unit offers tun-ability. The GCC is used in conjunction with the VPC to enhance the tune-ability of fueling events. The GCC provides more points of tune in the rpm band compared to those of the VPC.

Making power in a 2JZ-GTE is easily attainable with the correct combination of parts. Coaxing those ponies into performance on the street and at the strip is a different matter. The keys are suspension tuning and driveline configuration. Suspension tuning is more of an ongoing process depending on track conditions while driveline configuration is more of a constant. The signpost at the crossroads reads "manual" or "automatic." Performance Factory went with a stock automatic transmission strengthened by Level 10 to handle the abuse of a heavy right foot on the street and 9-second sprints at the strip. The gearbox has been fortified with Raybestos Blue Plate Special clutches and Koline steel reaction plates. Level 10's Hydro System valve body upgrade recalibrates shift firmness to better suit true performance. Level 10's Pat Barrett says that the Supra/GS400 transmission is his number one import application with the 300ZX checking in second. The transmission runs a Pro Torque converter with a 4000-rpm stall speed that has been outfitted for battle. A Mocal tranny cooler keeps the fluid cool to ensure a long service life. The gearbox spins a custom Performance Factory stainless-steel driveshaft.

On the suspension side, Performance Factory enlisted a set of custom Ground Control coilovers. The coilovers feature Koni shocks and are super adjustable ensuring the crew can dial-in to most any track condition short of a swamp race. At the strip the Supra runs custom 16-inch Bogart Racing wheels and Mickey Thompson 10-inch slicks. On the street 18-inch BBS RS-IIs are joined by Nitto NT-501s.

The Supra retains its uni-body chassis but has been stiffened by a six-point roll cage from Wild Rides. The cage features a swingout to expedite ingress and egress on the street. RCI five-point harnesses keep the driver planted in the car's trick Sparco carbon fiber bucket seat. An SPI boost gauge and RB Racing AFR readout relay engine vitals while a Torasport carbon fiber dash kit adds to the interior's racing aura.

We like that this car sees the street, runs 9s on 10s (10-inch slicks), uses an upgraded stock tranny and stock ECU with peripheral tuning computers. We hope to see more of Performance Factory's one-two punch in 2000.